Download reduction of parasitic losses in heavy

REDUCTION OF PARASITIC LOSSES IN HEAVY-DUTY DIESEL
ENGINE COOLING SYSTEMS
Nik Staunton, Ryan Maughan
Comesys Europe Ltd.
Kevin Jackson
EMP Inc.
Overview
Overview of this presentation
•A review of traditional cooling systems
•Drawbacks of using a standard system
•What is advanced thermal management?
•How does this equate to a reduction in parasitic loss? (individual
system components and system control)
•Results from EMP
•Conclusion
•References
Overview
Forestry
Construction
High thermal loads
High thermal loads
Auxiliary systems
Low speed operation
Low speed operation
Harsh environment
Public Transport
Trucking
Variable load
Overnight idle
Large transient load
High speed operation
High + low speed
Variable load
The Standard Cooling System
The Standard Cooling System
The Standard Cooling System
There are two main disadvantages in the standard system
•Always on
•Lack of control
Problems associated with always on operation
•Increased warm-up time
•Overcooling during low load / high speed operation
•Under-cooling during high load / low speed operation
•Power is consumed unnecessarily (Fan, pumps)
•Transient vehicle performance – inertia of fan + pump must be
overcome
The Standard Cooling System
Problems associated with lack of control
•Increased warm-up time
•Hysteresis effect in bypass valve operation
•Large fluctuations in temperature due to hysteresis
•Lowered maximum operating temperature
•Cooling system performance is a function of engine speed rather
than optimum operating temperature
•Cooling system design is driven by worse case performance –
adequate airflow at low engine speed, adequate coolant flow at
low engine speed
The Standard Cooling System
Other drawbacks
•Large fan is inefficient
•System layout is limited
•Sandwiched heat exchanger arrangement increases the
pressure drop to achieve the required cooling air flow.
•The efficiency of the second heat exchanger is reduced due to
the cooling air being raised above ambient by the first
•Fans and pumps are designed to meet peak efficiency on a high
restriction curve due to sandwiched heat exchanger arrangement
The hybridised cooling system
The hybridised cooling system
The hybridised cooling system
Reasons for moving to a more electric cooling system
•Regulations (Euro IV, Euro V). Removing parasitic loading can help meet
these standards
•Full system control
•Heat exchanger size can be reduced
•Less restriction imposed by heat exchangers and valve
•Fan and pump power consumption can be reduced
•Engine temperature can be raised to increase combustion efficiency,
reduce friction and increase heat rejection
•Oil temperature can be raised to reduce friction and engine wear
•EGR cooling, oil, and transmission cooling can be handled independently
•A systems approach allows all components to run at their optimum
temperature
The hybridised cooling system - FAN
Benefits of smaller, electric fans
•Smaller fans running at higher speed consume less power and can be
switched off completely
•No belt losses
•BLDC drives are very efficient (95% +)
•Fan speed can be a function of any system variable we choose – coolant
temp, IMT, valve bridge temp etc.
•Independent control of charge air temperature, coolant temperature, oil
temperature
•Fans are reversible for debris removal
The hybridised cooling system - FAN
Fan Laws
Can either
change the size
or the speed
Pressure is fixed
for a given heat
exchanger and
vehicle
resistance
Reason for using large fan
3
 SizeA   SpeedA 

Capacity = 
 × 
 SizeB   SpeedB 
2
 SizeA   PressureA 
Capacity = 
 ×

 SizeB   PressureB 
Fixed system restriction
Fan power is a
function of
speed and size
5
 SizeA   SpeedA 

Power = 
 × 
 SizeB   SpeedB 
3
The hybridised cooling system - FAN
Simple proof of concept
Initial Size = 1
Initial Speed = 1
Capacity = 1× 1 = 1
Reduce Size
Power = 1× 1 = 1
Reduce the fan size to
1
2
⇒ Need to increase fan speed or use more fans
3
 1 
Capacity = 1 = 
 × (New Speed Ratio )
0
.
5


New Speed Ratio = 0.125
5
3
 1   1
New Power Ratio = 
 ×   = 0.06
 0.5   8 
Increase Speed OR
Increase the
number of fans
The hybridised cooling system - FAN
Fan Power Consumption Curves
Mechanical Pow er
BLDC pow er
BLDC Pow er * 10
25
Poly. (BLDC pow er)
Poly. (Mechanical Pow er)
Poly. (BLDC Pow er * 10)
20
Power (kW)
Comparable flow
rate performance is
achieved using
multiple BLDC fans
with a large
reduction in energy
consumption
15
10
5
0
0
5000
10000
15000
20000
CFM
Maximum power consumption vs. flow rate
25000
The hybridised cooling system - PUMP
Pump
•A standard coolant pump is designed to meet flow requirements at
maximum engine load
•For direct driven pumps, it is estimated that the correct coolant flow
is delivered only 5% of the time (EMP)
•At low engine speeds with high loads, e.g. construction equipment,
coolant flow can be low
•At high engine speeds with low loads, e.g. an empty bus on a
highway, coolant flow can be excessively high, consuming power
and fuel unnecessarily
The hybridised cooling system - PUMP
Benefits of an electric coolant pump
•Operation is independent of engine speed
•No belt losses
•BLDC drives are very efficient
•Pumping speed can be a function of any system variable we choose –
coolant temp, IMT, valve bridge temp etc.
•Minimum coolant flow is ensured at all times
•Heat exchanger radiation can be maximised before engaging cooling
fans – the largest power consumer
The hybridised cooling system - PUMP
Target is to achieve heat rejection without resorting to forced
convection
A large aluminium radiator gives us the means to do this
Radiative heat transfer is given by:
q = ε .σ .T . A
4
q = heat transfer
We can exploit the fact that heat
transfer depends on the 4th
power of absolute temperature
ε = emissivity
σ = Stefan - Boltzmann constant
T = Absolute Temperature
A = radiator surface area
The hybridised cooling system – VALVE
Electronic
Thermostat Valve
•A wax based valve opens and closes as a function of
temperature
•Hysteresis in this process allows for large fluctuations in
coolant temperature
•High restriction in the valve means that pumping losses are
increased
•Warm-up time of the vehicle depends heavily on the valve
The hybridised cooling system – VALVE
Benefits of an electronic thermostat valve
•The flow of coolant to the heat exchanger can be a function
of any system variable
•A lower restriction means that pumping losses are lower and
the coolant pump consumes less power
•PID or other control strategies can be employed to help keep
coolant temperature to within +/- 2% of the set temperature
•Reductions in fuel consumption of 2% – 5%, 20% less CO
and 10% less HC emissions have been proven (Valeo)
The hybridised cooling system – ELECTRICAL SYSTEM
A fully electrified cooling system can draw up to 330 Amps on a 24V
electrical system
Most standard electrical systems cannot satisfy this alone, not
including other vehicle electrical systems
A short term solution to this is to employ a very high efficiency,
BLDC alternator
Fans
Alternator
Engine
Pump
&
Valve
Vehicle
Electronics
The hybridised cooling system – ELECTRICAL SYSTEM
BLDC drive efficiency can be improved by moving to a
higher voltage electrical system
Small resistance
Efficiency related directly to operating voltage
2
Micro-hybrid systems enable minimisation of i R losses
System control
So far, I have emphasised the benefits of simply replacing components in the
cooling system – this is only the first step
We do not want to emulate the standard cooling system behaviour
Correct control is crucial to power consumption reduction
Ideally, the engine temperature should be maintained using the low power
consuming components – high power consumers are only employed as a last resort
Control algorithms used in conjunction with an accurate vehicle model can enable
feed forward control that will enable temperature transients to be reduced further
EMP’s Results
Volvo VN 64T – (electric fans, pump, valve @ 42V) Up to 5% fuel consumption
reduction
Ford Excursion – (electric fans, pumps, valve, water cooled CAC) 85% parasitic
load reduction, 8.9% fuel consumption reduction, up to 10% in steady state
Stewart and Stevenson M1084A1 Cargo Truck – Between 5% and 20% fuel
consumption reduction during steady state operation
New Flyer D40LF – (electric fans, coolant pump, valve) 80 installations. 10%
reduction in fuel consumption. Average cooling system power consumption of
221W
Advanced cooling system installed by EMP Inc.
EMP’s Results
Conclusion
There is an urgent need to reduce parasitic loads on the drivetrain
Electric components in the vehicle powertrain are more efficient than
mechanical components when just meeting the standard systems
performance
Adequate control of all major components allows cooling to be specific to
engine requirements and further power loss reductions are obtainable
Advanced thermal management has been proven to be an excellent way of
saving fuel and reducing emissions
Further gains will be obtainable after looking in depth at control, application
specific cooling, component design and system layout
References
“Engine Design Handbook. Military Vehicle Power Plant Cooling”, US Army
Material Command, 1975
Chalgren, Barron, “Development and Verification of a Heavy Duty 42/14V
Electric Powertrain Cooling System”, SAE Paper 2003-01-3416
Chalgren, Allen, “Light Duty Diesel Advanced Thermal Management”, SAE
Paper 2005-01-2020
Page, Hnatczuk, Kozierowski, “Thermal Management for the 21st Century –
Improved Thermal Control & Fuel Economy in an Army Medium Tactile
Vehicle”, SAE Paper 2005-01-2068
Page, Bedogne, Steinmetz, Bryant, “A Mini-Hybrid Transit Bus with Electrified
Cooling System”, SAE Paper 2006-01-3475
Couetouse, Gentile, “Cooling System Control in Automotive Engines”, SAE
Paper 920788